Transmission mechanism



Jan. 26', 1932. w. w. WELLS l 1,842,485

TRANSMISSION' MECHANISM Filed Feb. 2, 1925 2 sheets-sheet -2 ,wafer W was I Gnomw;

i 3-3 of Figure 2.

`1.0 at the rear of the casing.

Patented Jan. 26, `1932V vufNrrisn STATES PATENT oFFiCE WALTER W. Wnms, or .LANsINaMICHIGAM AssIGNon lro ano Moron CAR CoM- PANY, Lon LANSING, MICHIGAN,

A `ooRroIiAtiioN oF MICHIGAN TRANSMISSION MECHANISM Application filed February 2, 1925. `Serial No. 6,379.

The invention relates to transmission mechanisms for `motor vehicles.

One `of fthe `objects ofthe invention is to provide amotoi' vehicletransmission in which the `low and reverse speeds are obtained iii the usual Way by means of a countershaft,

but 4 the highand intermediate speeds are both obtained independent of said counter-shaft by differentvpositions of adjustment of con- `tinu'oiisly meshing internal gears.

A ,further object is to` obtain a transmission of the above describedtype which is arranged to .have ythe high and intermediate ratios closer together thanin the conventional three forward speed transmissions and .designed to be used with axleratios higher than the usual standard so `that the motor `vehicle will be equipped with two'alternative hereinafter more fully described and illufs trated `in the accompanying drawings where- `Figure l `is a side elevation of the trans mission mechanism with therhousiiig broken Figiire2is a horizontal section on the line 2-2 `of Figure l;

Figurej3 is a transverse section on the line 'iV is the drivingshaft of the transmission, 2 is the Adriven shaftand 3 the `transmission casing. The drivinganddriven shafts are in laxial alignment, the former having the `reduced portion 4 at its inner end rotatably supported in thje recess 5 inthewdriven shaft by the roller bearing 6. The driving shaft is further journaled in the casingbythe tapered roller `bearings 7 and Sat the forward end ofthe same While the driven shaft is-rotatably mounted on the tapered roller bearings 9 and l1 is a rotatable carrier journaled on thedriving sha ft by` means of the roller bearings `12 and 13, the rear end ofthe carrier having an eccentric hub ,14 which :carries an intermediate gear 'l5 by means of theroller bearings 16.

thereon meshing with the internal teeth .18, i Y

the latter being formedv at the :forward `end of the driven member 2. The intermediate gear also has the internal teeth 19 which mesh with the pinion teeth 20 on vthe driving shaft so that the driving and driven shafts are at all times connected through the intermediate gear. The carrier ll has the radially projecting flange 21 to which is securedthe counterweight 22 adapted to balance the carrierduring its rotative movement and also is provided at its forward end with the external teeth 23.

24 is a pinion keyed to the driving shaft l and provided with the external `teeth l25 i and the `clutch teeth 26, the latter being adjacent the teeth 23 on the rotatable carrier 1l.,` 27 is aiclutch ringhaving the internal teeth 27 engaging the external teeth 23, this ring being longitudinally slidable by means of a shifting forl 28 and adapted toiengage in its forward position the clutch teeth 26 thereby coupling the rotatable carrier to the driving shaft. The clutch ring 27 also yhas the external teeth 29, which when the ring is in its rearward position are adapted to en gage the internal clutch teeth 30, the Vlatter being` formed on a ring 31 iixedly securedto the transmission casing.

the transmission case.

In order to stop the rotation of the ring27 before clutching the same to the fixed ring 31, there is provided a brake shoe 32 having a Cam surface 33 adaptedto engage the ring 27, the brake shoe being yieldinglyheld outward by the coil spring `34.

It will be observed that in the construction as thus far described, the driving and driven shafts may be directly coupled by moving the clutch ring 27 to its forward position thereby caiisingthe carrier 11 and the intermediate gear l5 to revolve as a unit with the driving and driven shafts. When the Clutch ring 27 is in its rearward position, the carrier 1l is fixed and the drive is then transmitted' `by Jthe intermediate gear l5 which revolves on tlieeccentric hub 14 and is inimesh both with is also an intermediate positioniof the clutch In this position therefore, the rotatabe carrier l1 is locked to iin ring 27 where it is neither engaged with the driving clutch teeth 26 or the fixed clutch teeth 3() and in this position the carrier or eccentric 11 is free to ioat, its motion depending entirely on the relative motion of the driving and driven shafts.

In order to connect the driving and driven shafts when the clutch ring is in its intermediate position there is provided a countershaft continuously driven by the driving shaft l by reason of the constant mesh gears 25 and 36, the latter being keyed to the conntershaft. The countershaft is adapted to be connected to the driven shaft 2 by one or more selective gear trains and in the specific instance illustrated there are two connections, one forming the low speed and the other the reverse. rEhe countershaft is provided with splines 37 on which a` gear 38 is longitudinally slidable being actuated by the shifting forl 39. This gear is normally running idle, but when shifted to its rear position is adapted to engage the external teet-h 40 formed on the driven shaft 2. 41 is a reverse idler gear rotatably mounted on the lshaft 42 and provided with two sets of external gear teeth 43 and 44 respectively. 'I he gear is also provided with the collar 45 for receiving the shifting fork 46, the latter serving to move the same longitudinally upon the shaft 42 in order that the teeth 44 will mesh with the teeth 40 and the teeth 43 will mesh with the counter-shaft gear 38. This forms the reverse drive for the transmission since by interposing the idler gear the shaft 2 is compelled to rotate oppositely to the driving shaft l.

In order to selectively shift the countershaft gear 38 and the reverse idler gear 41,

there is provided a control rod 47 carrying the cams 48 and 49. 'Ihe shifting forks 39 and 46 are roclrable on a shaft 50 extending transversely of the transmission and each is provided with cam engaging arms 51 and 52 respectively arranged to cooperate with the cams 48 and 49. Figure 2 illustrates the mechanism in its neutral position with the countershaft gear 38 and the reverse idler gear 41 `both out of engagement with the driven shaft. When the control rod 47 is moved forwardly, the cam 48 depresses the arm 51, thereby rocking the shifting fork 39 about the shaft and moving the countershaft gear 38 into engagement with the gear 40. The cam 49, however, does not change the position of the shifting fork 46 which remains as shown in the drawing. lVhen the control rod 47 is returned to its neutral position the cam 48 depresses the arm 53 of the shifting fork 39 thereby returning the same to itsv original or neutral position. If the rod 47 is now moved rearwardly, the shifting fork 39 remains in the same position, but the shifting fork 46 is caused to move rearwardly by reason of the depression of the arm 5 2 by the cam 49 and in this position the reverse idler gear 41 is meshed with the countershaft gear 38 and the gear 40 on the driven shaft. lVhen the rod 47 is again moved to its neutral position the cam 49 depresses the arm 54 of the shifting forli 46 thereby rocking the latter about the shaft 50 and returning the reverse idler gear 41 to the neutral position as shown in Figure 2.

F rom the above description it will be apparent that my improved transmission has three forward speeds and one reversing speed and that two of vthe forward speeds are obained by the controlling of the movement of the eccentric or carrier 11 while the other speeds are obtained by allowing the carrier to float and coupling the driving and driven shafts through gearing on the countershaft.

Assuming now that the gear 2O has 2O teeth, the gear 19, 27 teeth, gear 17, 36 teeth and gear 18, 43 teeth, the intermediate drive when the clutch ring 27 is fixed against rotation will give a ratio of 1.61 to one between the drivino and driven shafts. Assuming also, that the gears forming the countershaft drive have the following ratios, gear 25, 18 teeth, gear 36, 50 teeth, gear 38, 19 teeth, gear 40, 32 teeth, gear 43, 18 teeth and gear 44, 14 teeth, the following ratios may be obtained. lVhen the countershaft gear 38 is meshed directly with the gear 40 on the driven shaft, the ratio is 4.68 to one, this being the low forward speed and when the reverse idler gear is interposed between the countershaft gear and the driven shaft, the ratio is 6.02 to one, this being the reversing speed of the transmission. 'Ihe transmission having the ratios above mentioned is particularly adapted for use on a motor vehicle having a rear axle ratio of 3.7 to one and when used in this conibination the motor vehicle is provided with the following ratios:

High speed 3.7 to one; Intermediate speed 5.95 to one; Low speed 17.3 to one; Reverse 22.3 to one.

The transmission above described and having the ratios as set forth has been designed as a substitute for a transmission of the conventional type, which when used on a motor vehicle was arranged to provide the following speed ratios for the vehicle:

High speed 4.7 to one;

Intermediate speed 8.45 to one; Low speed 17.3 to one; Reverse 23.5 to one.

fmediate speeds f' are obtainfedathrough 'the zinternal ygear unechanism, @each lwill provide fa quiet drive soithat T,either 1: may .rbe used ffor transmitting the power to the motor yvehicle 1 l without beingriobj ection'ahlelto i the occupants of` .thecar. ,",Therefore`, lrthe direct drive is given a higher ratio thantheiusual standard so that on flat roads where running conditions are ideal the motor vehicle will operate more efficiently than with the old ratios. On the other hand, when hilly country or bad road conditions are encountered, the transmission may be shifted to the intermediate speed which is less than the high speed of the old design, but more than the intermediate speed thereof. This provides a much more eiiicient i driving mechanism under the abnormal driv- Aing conditions and because of the noiseless driving arrangement the driver of the car 9" will not object to operating the same in intermediate gear. Thus, with the new transmission two efficient driving ratios are obtained instead of the one compromise ratio that has always heretofore been adopted by motor car in high gear under widely different road conditions. y

v What I claim as my invention is l. In a transmission, a driveshaft, a driven shaft, a countershaft parallel to said shafts, constant` mesh `gears connecting said drive and countershafts, a pinion on said drive shaft, an internal gear on said driven shaft, al carrier journaled on said drive shaft, an

said carrier and provided with internal and external teeth meshing respectively with said pinion and said internal gear, a clutchl ring longitudinally slidable on said carrier and non-rotatably secured thereto, `clutch teeth on `said driving shaft, fixed clutch teeth, means for shifting said clutch ring to alternatively engage the first menioned or second mentioned clutch teeth, said ring having an i intermediate position not engaging any of said teeth, an external gear on said driven shaft, a sliding gear on said countershaft, and means for connecting said sliding gear and said external former.

2. In a transmission, a driving shaft, a driven shaft, a countershaft, a reverse gear shaft, constant mesh gears between said drive and countershafts, a pinion on said drive shaft, an internal external gear member on said driven shaft, a carrier j ournaled on said drive shaft, an `intermediate gear eccentrically journaled on said carrier and provided with internal and external teeth respectively meshing with said pinion and the internal portion of `said internal external gear, a clutch ring longitudinally `slidable on said carrier and non-rotatably secured thereto. clutch teeth on said driving shaft, fixed 11 clutch teeth, means for shifting said clutch designers in order that the car might operate intermediate gear eccentrically ionrnaled on gear to drive the latter from the y1-ing :to alternatively:engageixthe first nien` tioned or `second `mentioned clutch teeth, fsaid lringhavingvan;immedaatepositionaiotrengagingfany of said-teeth,aslidinggearon said icountershafameans .iforzshifting-.said eoun- 'i0 ntershfa--ft :gearfeto engage ftheaexternal iportion -0f saidfLinternal fexternahgear, a reverse idler gear 4on said reverseshaft,"and :meansyfor shifting saidfreverse idler .geartofsimultane- -f'ously-engage said conntershaft gearaandithe 'I5 :external portion `of said :internal `external gears44 3. gllniaitransmission, ,the combination of' a rdri-ve shaft, ,a driven shaft,il .a feountershaft, aconstant imesh gears between said drive; shaft S0 `and 1 said countershaft, an external 'internal '.gearen said driven shaftfa :countershaft gear :slidablyiengageable'withitheexternaliportion `of said :intern-al external ugear, v`a pinion fon said drive shaft, an feccentrically j ournaled a5 member Lhaving internal teeth engageable with said vpinion fand f external rteeth engageable withthey internal portioniof said .internal external gear,xand ,alirotatable` carrier 'for said eccentricmember rme'ans l,for :locking saidi lCarso Yrier from `rotation or `conneeting'the ysame to one of said` shafts, and; means for :connecting -said .driving and driven shafts 'through said internal` external :gear independently i of said ncountershaft `or "through said countershaftaa findepen dently of said/internalf external Lgear.

14. In .atransinission, the combination Aof a 'driving V--and .a "driven shaft `in iaxialxlalignrinerit, tgears i on said i fshafts, .an eeeentrically `."moiinted :two speed `wear mechanism/.having 10u :an eccentric V.gear "member fengageable with -vbothi o'f said 'gear-s *to lformlfareduction mechanisnrbeinveen said4 driving and drivenshafts, .ya countersha'fa a constant mesh gear train between! said driving :shaft andeountershaft, @105 aggear on*` saidcountershaft between saidncon- `stent limesh gear *train and nthe intersection with said=` countershaft `.ofl the @plane defining thelendl of said 4eccentric gear member 'fur- `thestfromsaid .constant mesh gear'trainfandiio me ans "for"` connectingsaid countershaftgge ar .with saidi driven-shaft.

.5. In a transmission, the :combination-of driving andu drivenshaftsfin axial alignment, `gears on said-shafts,ra1r eccentrieally moiintedfgi115 two speed gear mechanism :havingra'rotatable carrier, and: an eccentric ,gearamounted on said fcarrierrrand meshing with both of said ffirst :mentioned gears, aV countershaft, a gear train between said drive shaft Vand `couiitershaft,:i120 a lrear `train lbetween said `driven Vshaft `and Vcounter-shaft, said last mentioned gear train @being looatedbetweenthe xplane* of said first mentioned gear train andth'eplane defining the endof saidfeccentric:l gear :furthest -from Ci125 said first mentioned geartrain, fmeans for disconnecting one'l` of: said zgear tra-ins, and .means for `controlling ithe :movement of :said Lcarrier ito provide coupling1arr-angements` between said driving and `driven l shafts.V '1m30 6. In a transmission', the combination of a driving and a driven shaft in axial alignment, gears on said shafts, one beingfexternal and the other internal external, an eccentric gear member having external and internal teeth engageable respectively with the aforesaid gears to form a reduction mechanism between said driving and driven shafts, a countershaft, a gear trainA between said driving shaft and countershaft, a gear train between said driven shaft'and countershaft, one of said gear trains including the first mentioned internal external gear, means for disconnecting one of said gear trains means operable when said gear train is disconnected to form a direct drive coupling between said driving and driven shafts, and control means for f said reduction mechanism vmovable into three positions, said means being adapted in one position to directly connect said driving and driven shafts and adapted in another position to connect said shafts at the ratio of the gears of said reduction mechanism and adapted in an intermediate position to permit independent rotation of said shafts.

7. In a transmission, the combination of a driving and a driven shaft in axial alignment, gears on said shafts, one being external and the other internal, an eccentric gear member having external and internal teeth engageable respectively Vwith the aforesaid gears to form a reduction mechanism between said Vdriving and driven shafts, a countershaft, a

gear train between one'of said shafts and said countershaft, a gear on said countershaft between said gear train and the intersection with said countershaft of the plane defining the end of said eccentric gear member furthest from said gear train, gearing connecting said last mentioned gear with the other of said shafts means forming a direct coupling between said driving and driven shafts, and control means for said reduction mechanism movable into three positions, said means being adapted in one position to directly connect said driving and driven shafts and adapted in another position to connect said shafts at the ratio of the gears of said reductionA mechanism and adapted in an intermediate position to permit independent rotation of said shafts.

8. In a transmission, the combination of two main shafts in axial alignment, one of said shafts being the driving shaft and the other the driven shaft, gears on said shaft, an eccentrically mounted two-speed gear mechanism having an eccentric gear member engageable with both of said gears to form a reduction mechanism between said main shafts, a countershaft, a constant mesh gear train between one of said mainshafts and said countershaft, a gear train between the said constant mesh gear train by a distance not greater than the distance between said eccentric gear member'and said constant mesh gear train.

In testimony whereof I affix my signature. WALTER W. WELLS. 

